Airship



FIPBZO UR 1,860,555 7 May 31, 193 A. G. SCHLOSSER 1,360,555

AIRSHIP Filed July 11, 1930 INVENTOR 71 LY, Ar/fiur G. Sch/assert 9ATTORNEY Patented May 31, 1932 UNITED STATES PATENT OFFICE ARTHUR G.SCHLOSSER, OF DETROIT, MICHIGAN, ASSIGNOR TO AIRCRAFT DEVELOP- MENTCORPORATION, OF DETROIT, MICHIGAN, A CORPORATION OF MICHIGAN AIRSHIPApplication filed July 11, 1930. Serial No. 467,190.

This invention relates to safe-guarding the buoyant gas in a dirigible,while involving various questions as hereinafter set forth, one of itsparticular objects may be mentioned as the provision of means orconstruction that will permit the minimum amount of leak of buoyant gaswhen the main envelope or skin of the ship has been punctured byaccident, or otherwise.

While various modifications may be made, my preferred form of theinvention includes partitions or curtains which span sections of theinterior of the airship hull envelope normally, so-to-speak floating inthe volume of buoyant gas, but which in the event of a puncture will bepressed against the inside of a predetermined area of the hull skin witha minimum loss of gas, and when so flattened against the inside of thehull skin will cover the leak,and prevent the loss of the remainder ofthe buoyant gas.

My invention applies more particularly to metalclad airships in whichthe hull skin is substantially nondeformable, and therefore provides ashell which at the same time constitutes the gas-retaining envelope.

Supplemental thereto or in modified form, provision is made for adiaphragm which separates the buoyant gas from the ballonet air spacebelow, to be used as functioning to cover a leak by Welling-up from thelower to the upper portion of the ships hull,in one compartment. Suchform is applicable when v a plurality of compartments are formed in suchan airship by transverse partitions. In

1 under such conditions becomes slack, and

thereby permits the ballonet diaphragm to move bodily up past the axisand to spread its area over the top portion of the hull, close the leakand allow an excess of internal pressure to be maintained, even thoughunder such conditions the entire gas in one compartment may have beenlost.

As to the above and other features of my invention specific embodimentsare shown in the accompanying drawings in which:

Fig. I shows a cross-section of an airship hull, such as a metalclad,with leak safetycurtains in normal position.

Fig. II shows the same section with one safety-curtain collapsed in thecase of a leak on one side of the. top section.

Fig. III shows a section of an airship hull with modified arrangement ofthe floating curtains, for leak stoppage.

Fig. IV shows a longitudinal section on the axis of a ship with aballonet diaphragm inverted as it would well-up to close a leak in theroof of one compartment, with the associated axial tie arrangements topermit the complete displacement of the diaphragm upward through thecompartment.

Fig. V is an enlarged section of the intersection of axial tie withtransverse bulkheads and its interconnection with diaphragms andcouplings for emergency release of an axial tie section in onecompartment when punctured, so that the ballonet diaphragm wellsup. Thiswith the construction shown in Fig. IV, may also be combined with theforms of leak curtain shown in the other figures.

As shown in Figs. I, II and III, the airships skin 1 has a valve 2 whichprovides means for inflation or loading of the airship with the buoyantgas. Curtains 3 or 3 are connected longitudinally with gas-tight seals 4and 5 with the upper lateral sections of the airships hull skin, as in ametalclad ship.

Each of these lateral curtains or diaphragms is intended to accommodatethe buoyant gas with the other volume of the airship or the differentcells of the airship, namely, the several compartments which might beseparated by transverse partitions, or otherwise.

If in the metalclad or other ship, roof puncture occurs as indicated at6, the gas contained between the envelope and the curtain 3 would leakout, and the curtain 3 would gradually rise up, so as to cover theinside surface of the hull skin 1, and thereby stop the leak. This is toprovide for the emergency of stopping such leaks as are not readilyobservable. But after a leak has been stopped by this construction, itbecomes readily discernible so that permanent remedies to patch the leakor to reconstruct the area of leak, can be accomplished by outsideperformance, or inside performance by men with gas helmets to enablethem to accomplish the repair work.

While this construction ust described materially aids for the safety ofairships, it will be understood that the form illustrated in Fig. IIIlends itself to a further economic embodiment of my invention, in whichI provide curtains 7, 8, 9 and 10, which in each case are securedlongitudinally to the inner surface of the gas envelope. As comparedwith Fig. I construction, the curtains 7 and 8 encompass an eighth ofthe inner surface of the envelope, and thereby the cubic content of gasis much smaller than in the case of the curtains 3 or 3 Thus, if thereis a leak at the point 11, only one curtain will deflate and cover itsarea of envelope with a relatively small amount of lost gas. With thisdeflation of such leak curtain the repairs can proceed with a smallerarea in which to search for and locate the leak. In the case of one ofnumerous cells in an airship, this would mean a very slight loss ofbuoyant gas compared with the entire volume.

In the forms shown it is assumed that along the top of the airshiplongitudinally there is a strip or a path of heavy or reinforcedstructure, such as might support a. cat-walk on the top, and the valves2 are there supported, one or more for each compartment. The leakcurtains 3, 3 7 or 8, are sealed gastight along the edge of the topstrip on the airship hull and at the lower part of the curtain they aresealed lower down along the inside of the hull skin, but near the lowportion a gas passage 13 forms a valve which may be an appendix as isusual in the case of a balloon or a mechanical valve automatically ormanually controlled. \Vhen inflating the ship gas may be supplied throuh the valves 2 2 to fill the space separated by the leak curtains,although the main inflation would be made through valves 2. Inflatingthrough any of the valves 2* is to fill the space between the leakcurtain and the shell of the hull so that the leak curtain droops due toits weight and assumes a position remote from the inner surface of thehull skin. This condition exists normally, and when a puncture of thehull occurs as at 11, the out-flow of gas causes the curtain to collapseagainst the hull, and simultaneously the valve 13 automatically shutsoff, that is as an appendix it collapses and with the pressure due tothe main volume of gas in the hull the leak curtain is completely closedagainst the passage of gas.

It will be noted that the arrangement in Figs. I and III differ in thatthe volume of gas confined between the leak curtain and the insidesurface of the hull skin is less in the arrangement in Fig. III. Thusthe entire area in the upper portion of the airship hull may have anydesired number of leak curtains, in the aggregate adapted to cover theentire hull surface above the lateral lines of attachment of theballonet diaphragm. Below the lateral edges of the ballonet diaphragmthe hull surface is se arated from the buoyant gas, with only air etweenthe hull surface and the ballonet diaphragm. In the case of each of thegas compartments having four or more leak curtains, their aggregate areaand weight are substantially the same as a leak curtain coveringone-quarter circumference, as in Fig. I, but multiplying the number ofleak curtains reduces the proportion of buoyant gas that would leak outof any one puncture, but, furthermore, suitable indicating means providefor readily signaling at what particular area the leak has occurred, andthis consequently limits the search for the rupture in the hull skin toa particular surface, and thereby simplifies the location and repair ofdamage from that source.

In Fig. IV the compartments are separated by the partitions 14 to whichthe ballonet diaphragm 15 is attached at 16 substantially on adiametrical line of the ship. Should a puncture occur as at 17, whichwould release most of the gas in one compartment, the ballonet diaphragm15 would tend to move upward with the air pressure below to position 15and serve to cover the inside of the upper portion of the hull and closethe rupture at 17. However, when the structure requirements of the shipinvolve an axial tie 18 it acts as a support for the partitions 14, 14against longitudinal strains. In such case a rupture or puncture of theships skin at 17, relieves the gas pressure in one entire compartmentand the adjacent compartments bul e toward the ruptured compartment, sothat their pres- .sure as indicated by arrows 19-19 strain against thepartitions 1414, and thereby cause a slackness in the section 18 of thelongitudinal tie and its purpose for transmitting tension no longerexists, so that particular section 18 of the longitudinal tie becomesuseless for its original purpose and may be eliminated. I thereforeprovide a quickrelease means at both ends of the section 18", and suchquick-release devices are couplings which would consequently form themeans of attachment of each axial tie section of each compartment, sothat whichever compartment should be punctured, its particular sectionof the axial tie may be released.

The quick-release couplings and their arrangement with respect to thetie cable and adjacent portion of the ballonet diaphragm are shown inFig. V, in which the partition 14 has the ballonet diaphragm 15-15attached at 16 transversely of the ship, but in the vicinity of the axisthe ballonet diaphragm has a surplus of material to permit thetensioning of the couplings. Thus the axial tie cable of the shipconnects by an end link wit-h the pelican hook 520, with a keeper 21having a trip cord 22 passing through a gastight joint in thetelescoping sleeve 24 and around a suitable pulley such as shown, sothat the trip cord leads down to a lower part of the ship accessible formanipulation outside of the gas space of the compartment. The pelicanhook and keeper are formed on a shank with a telescopic section 25 ofthe fabric of the partition forming a gastight joint with the shank, andpermitting any required play in the axial cable tension. ()n the otherside of this gastight joint a second pelican hook 20 with a suitablekeeper is provided, as a connection for a substitute axial tie sectionto be attached after the ballonet diaphra m has welled-up into the roofsection of the envelope, and in case air pressure is then supplied tothe punctured compartment such substitute axial tie section can bereadily connected by the pelican hook 20, and provide the longitudinalstrain-resisting member for continued flight of the ship. Thereinforcement 26 provides for the connection of the shank of the pelicanhooks on both sides of the partition 14, and between such coupling andthe hooks are provided tension devices such as turnbuckles, for theadjustment of the total tension of the axial cables. Tension device 23thus provides for tensioning of the original tie with pelican hook 20,and equally afi'ords means for tensioning the substitute section thatmay be coupled after a puncture to the pelican hook 20. It will beunderstood that in the case of puncturing of one-compartment, after thediaphragm 15 has welled-u the telescopic sleeve 25 may be cut ofl", anthe pelican hook 2O withdrawn,

so that it again becomes available for the substitute tie section, butin such case provision for the airtightness of the partition 15 must beprovided in order to maintain internal pressure in the section.

Therefore the double hook is shown only on one side of the partition 14,although double hooks may be incorporated in connection with theballonet diaphragm fabric on each side of every partition. It may alsobe modified so that the hook in the air space may serve to release ashaft holding the end of the axial tie section, still maintainingairtightness, and in such form the trip cord may actuate a hook such as20*,and when the axial cable section has dropped ofi, the hook 20 beingoutside of the gas cell is immediately ready for interconnection withthe substitute tie through the air space after the diaphragm is 5welled-up to the top of the compartment.

Suitable means may in such case be provided to unscrew the hook 20*, sothat it and the tension device 23 are disconnected from the air side ofthe diaphragm, and free to take the strain of the new axial sectionwithout interference with the welled-up ballonet diaphragm, though readyfor later repair to be reconnected for the proper inflated conditions ofthe ship.

It will be seen that in the case of a leak in any one compartment whichis not effectively stopped by the leak curtains, such elimination of thesection of the longitudinal tie is necessary in order that the entireballonet diaphragm may move up and spread itself over the inside of theupper section of the hull skin, which would be prevented by thelongitudinal tie remaining permanently in place. The air pressure on theballonet diaphragm forcing up the fabric will cause the released loosesection of the longitudinal tie to be forced laterally with theWelling-up of the diaphragm, to a lateral position where it will notinterfere with the fabric sheathing being pressed against all parts ofthe upper area of the hull skin, and as above described in detail thetie section can, after the repairs have been made, be again coupled intoits normal service position. lVhile the puncturing of one compartment,which causes an unusual slackness in the particular section ofthelongitudinal tie, may be arranged to provide an automatic release ofthat section of the punctured compartment, I prefer to have the damagedcondition indicated in any suitable way by the bulging of adjacentcompartments, and have a manual release of the tie section as heretoforedescribed, in order that there may be positive knowledge of the exactlocation of the rupture to the hull.

While the precise location of a rupture may be indicated by thedeflation of any one leak curtain, it is, of course, possible that theleak curtain may also be ruptured and then cause the Welling-up of theballonet diaphragm,which thereby provides a double security against anyexcessive loss of buoyant gas in the ship, as well as the excess ofinternal air pressure, and simultaneously the definite indication as tothe location of the rupture to the hull, so that necessary steps can betaken for suitable repair, before there is any loss of a quantity of gassufiicient to splriously interfere with the operation of the s 1p.

It will be noted that the volume of buoyant gas enclosed by the leakcurtains may be hydrogen and suitable valve arrangements employed toseparate this from the main body of gas which might be helium, so thatin the event of a leak causing the loss in an area covered by one leakcurtain the gas passing through the leak would only be the cheaper andmore readily replaceable gas. I may also make other arrangements toprovide for a leak draining only hydrogen and still safeguarding ,thecontents of helium with at tendant advantages.

In the case of a practically non-deformable hull, as in a metalcladairship in which the metal sheathing constitutes the hull skin andgas-retaining envelope, internal pressure against the inner surface ofthe hull skin must be suitably maintained. With any of the forms ofmodifications of my invention such internal pressure, in the case of aleak, is promptly reestablished when the floating leak curtain lines theinside of the hull so that the ballonet pressure exerted against the gasprovides for the necessary inside pressure on the hull skin. Likewise,should the ballonet diaphragm rise or well-up and cover the innersurface of the skin, then the air pressure under it provides theinternal hull skin pressure in place of the pressure due to the lostgas. With the ballonet diaphragm area sufficient to fully cover theentire upper surface of the hull skin, its upper position excludes allair between it and the inner surface of the hull, so that upon repair ofthe rupture or leak the buoyant gas may then be introduced through thevalve or valves, and will fill the entire space without any admixture ofair while the ballonet diaphragm is allowed to recede to the bottom ofthe hull. As the ballonet diaphragm may be sealed against the inside ofthe hull skin at a horizontal line above the middle of the hull, thearea of the diaphragm could be less than one-half the area of the insideof the hull, thereby saving an appreciable amount of weight indiaphragm, while still capable of serviceable distention downward,because of the desirability of leaving in some cases, some space for airvolume of ballonet between the lower portion of the hull and thediaphragm. On this account it would become feasible to use the upwardlydistended diaphragm to exclude air, and to provide for inflation of purebuoyant gas.

\Vith the floating leak curtains, gas may be admitted into them wheninflating the ship, to pass through the one-way valves or appendix atthe bottom of each floating curtain, into the main gas space, so thatthe one-way valve of any suitable form will thereafter prevent thereturn of gas to the space outside of the leak curtain, and assure theleak-closing functioning of the curtain. The floating curtains are sosecured to the inner surface that they will hang free, that is in normalconditions as far away from the inner surface of the hull skin as theirdimensions permit, so that a puncture of the hull skin by an objectpassing through would in practically every instance puncture the leakcurtain at a place remote from the hull puncture, so that on deflationof the floating curtain or leak diaphragm there would be practically nochance of a hole in the curtain registering with the hole in the hullskin, but, on the contrary, both holes would be automatically sealed bythe fabric flattening tight against the inner surface of the hull withthe remain-- ing internal gas or air pressure. I may provide a characterof material, or in any event the outer surface of each leak curtain togive a suitable degree of adhesion to the inner surface of the hull skinwhen it is finally flattened against the hull skin, to resist bulging ofthe fabric through any substantial rent in the hull, that is to preventthe leak curtain slipping on the inner surface after it has beenflattened tight about the neighborhood of the rupture by internalpressure.

\Vhile various modifications may be made in the practice of myinvention, other than those herein specifically shown and described,what I claim and desire to secure by Letters Patent is:

1. In an airship, a buoyant gas compartment having a floating limpcurtain spanning a minor sector of the inner surface of the upper halfof the gas envelope and sealed thereto around its edges, with an areaequal at least to the area of the envelope surface enclosed, and havinga one-way valve automatically closing to prevent outward passage of gasor air through the curtain.

2. In an airship, an automatic envelope leak-stopping means including acurtain With its edges sealed to the inner surface of the envelope andhaving an area equal to the area of the inner surface of the envelopespanned, a valve permitting gas inflation whereby under normalconditions gas pressure on both sides of the curtain permits it to hangfree of the inner surface of the envelope, and automatic meansassociated with the valve or valves to prevent the outward flow of gasthrough said curtain upon the puncturing of the envelope and the loss ofgas in the zone of said puncture covered by the curtain.

3. In an airship gas compartment, a ballonet diaphragm, two floatingcurtains in the gas space above the diaphragm having their edges sealedto the inside of the envelope and extending from a point adjacent thetop meridian of the ship, and laterally along a meridian line above thepoint of attachment of the ballonet diaphragm to the inner surface ofthe envelope.

4. In an airship, a gas compartment, two leak curtains attached in saidgas compartment and of an area to normally span the inner surface of thegas compartment from the top to the side meridians adjacent the line ofattachment of the ballonet diaphragm, and of a structure to normallyhang free of the inner surface of the envelope, and when deflated by apuncture of the envelope to automatically collapse against the innersurface of the envelope and completely cover the area encompassed by thesealed edges of the floating curtain.

5. Ina. metalclad airship having hull skin and envelope combined, aplurality of transverse impervious partitions, and an axial tie carryinglongitudinal strains on said partitions. a plurality of leak curtainseach secured by longitudinal gastightseams including an aggregate areaof curtains approxibuoyant gas at substantially equal pressure on bothsides of the curtain, and cooperating valves to prevent the passage ofgas to the outside of the curtain in the event of a leak in the area ofthe envelope spanned by the curtain.

7. In an airship having a plurality of gas compartments separated bytransverse partitions with an axial cable or tie member interconnectingthe several partitions, a ballonet diaphragm of an area approximatelyequal to half the inner surface of the gas compartment. and means ofattachment of the section of axial tie in each compartment includingquick-release means, whereby upon the rupture of the gas envelope thediaphragm is free to envelop the inner surface of the upper section ofthe compartment and cover the rupture.

8. In an airship having a plurality of transverse partitions formingseparated gas compartments and an axial tie member through a pluralityof the transverse partit-ions, means of attachment of the section of theaxial tie member in each compartment, whereby the section in a puncturedcompartment may be quickly released allowing the ballonet diaphragm torise and spread over the inner surface of the upper portion of thecompartment.

9. In an airship having a substantially non-deformable hull skin andenvelope combined. a plurality of transverse flexible partitions formingseparated gas compartments, a. diaphragm normally adapted to span thelower portion of the compartment and of an area substantially equal tothe area of the upper portion of the compartment above the lateral linesof attachment of the diaphragm to the envelope, and a releasable axialtie member in said compartment adapted to be disconnected in a puncturedcompartment and to resist the bulging strain of adjacent compartmentswhile the diaphragm rises to cover the puncture in the hull skin of oneof the compartments.

10. In an airship having a non-deformable hull skin and envelope, aplurality of gas compartments separated by transverse partitions orbulkheads, an axial tie member throughout a plurality of compartmentshaving detachable sections in each compartment and means whereby anysection of the axial tie may be released to permit vertical displacementof a ballonet diaphragm, and whereby a substitute section of the axialtie may be inserted in the air space after air pressure has beenestablished in the puncturecl compartment.

11. In an airship a buoyant gas compartment, a floating curtain spanninga portion of the upper surface of said gas compartment and sealed aroundits edges to the walls of the gas compartment, a one-way valve in saidfloating curtain, a gastight diaphragm below said floating curtainwhereby two different kinds of buoyant gas may be used in the gascompartment separated by said floating curtain.

12. In an airship a buoyant gas compartment formed by a transverselongitudinal flexible diaphragm as the lower wall and a non-deformableupper envelope shell as the upper portion of the compartment, a floatingcurtain having a one-way downwardly opening valve, buoyant gas of onekind below said floating curtain, and a buoyant gas of lighter specificgravity between the nondeformable envelope and the floating curtain.

In testimony whereof, I have signed my name to this application this24th day of April, 1930.

ARTHUR G. SCI-ILOSSER.

